selden



(No Model.) 2 sheets sheet 1.

G. SELDEN & H. V. RILEY.

ELECTRIC RAILWAY SIGNAL.

No. 520,710. Patented May 29, 1894.

(No Model.) .2 Sheets-Sheet 2.

O. SELDEN & H. V. RILEY. ELECTRIC RAILWAY SIGNAL.

No. 520,710. Patented May 29, 1894.

l! W A A 1 fQ /ZZEAS UNITED STATES PATENT OFFICE.

CHARLES SELDEN AND HENRY V. RILEY, OF BALTIMORE, MARYLAND SAID RILEYASSIGNOR OF ONE-FOURTH TO SAID SELDEN.

ELECTRIC RAILWAY-SIGNAL.

SPECIFICATION formingpart of Letters Patent No. 520,710, dated May 29,1894.

Application filed February 16, 1894. Serial No. 500,363. (No model.)

To all whom it may concern.-

Be it known that we, CHARLES SELDEN and IIENRY V. RILEY, residents ofthe city of Baltlrnore, State of Maryland, have invented cer- 5 ta 1nnew and useful Improvements in Electric Railway-Signals, of which thefollowing, n connection with the accompanying draw- 1ngs,1s aspecification.

Our invention relates to that class of signals employed for the purposeof causing a Visual or audible signal to be operated by rallway trainsor cars approaching in either direction on a railroad, and is especiallyusef ul as a warning signal at a roadway crossing.

I In order to carry out ourinvention, We have designed a peculiarconstruction of electromagnets and armatures, track circuit closers andcircuits therefor. I

Referring to the drawings, in brief, Figure 1 1s a diagrammatic View ofthe circuits for the track and signal, also the instrument for operatingsaid signal circuit, the whole de signed for a double track railway, orwhere trains ordinarily move in one direction only.

2 5 Fig. 2 is a longitudinal section of the track c rcuit closing leverand easing therefor. F g. 3 Is an end view taken on line 1-1 of Fig. 2.Fig. 4 is a plan view of contact springs, lever and easing. Fig. 5 is adiag rammatic view, similar to Fig. 1, but designed for single trackrailway, or where trains or cars ordinarily move in both directrons.Fig. 6 is a modification of the track circuit closing device.

In detail, the magnet instrument consists of two electro-magnets a aoppositely arranged. The cores 1) 1) thereof are extended, as shown InFigs. 1 and 5, and hinged as shown at b 5 forming practically armaturesc c. Secured 40 to the upper end of the armatures are extensions o 0preferably of non-magnetic material; to the extension 0 and arranged atrightangles thereto, is a bar 0 with a tapered end. Arranged upon theupper end of extension 0 opposite the bar 0 are teeth or projections c 0adapted to engage the tapered end of bar 0 Connecting the armatures c cis a spiral spring 01, in lieu of which a chain or other non-rigiddevice may be used. On the opposite side from the teeth 0 on extension 0is a contact point e and opposite contact point e is another contactpoint e. Extending from contact points 6 e is a circuit .9 s, includinga battery B and a signal S.

Reference letter f represents a back stop for armature extension 0 Thearrangement of circuits differs in Fig.

1 from those in Fig. 5. In Fig. 1, running from the magnet a to circuitclosing boxA is a wire g, and from magnet a to box A is a wire g.Connecting the two magnets is a wire y the wire 9 connects the circuitclosing boxes A A and the battery B connects the Wires g g The boxes A Ahereinafter described are arranged upon either end of a section of roadto be protected, and are placed at a suitable distance from a surfacegrade crossing or other desired point. It will be seen that atrainapproaching in the direction indicated by the arrow D Fig. 1, closes thecircuit through magneto, thereby attracting its armature o. By reason ofthe action of spiral spring 61, armature 0 would also be drawn toward aand the beveled end of rod or bar 0 would fall between the lower set ofteeth 0, thereby locking said armatures in engagement and bringingtogether contact points 6 e, and closing the circuits 5 and therebyoperating the signal S. As the train passes out of the protectedsection, the cir- 8o cuit is closed in box A, the current then flowsthrough magnet a attracting armature c and by action of spring darmature c is also drawn toward or caused to follow armature c, causingbar 0 to ride its end into engagement with the upper pair of teeth orprojections c and thereby lock said armatures in a reversed positionfrom that assumed by the energization of magnet a and also separatingcontact points e e and thereby discontinuing the operation of thesignal. Our purpose in hinging the armatures to the extended cores ofthe magnets to a is for temporarily polarizing said armatures.

We have above described the system in 5 connection with the double trackrailroad, Fig. 1.

We will now describe the operation in connection with a single trackrailroad as shown in Fig. 5. The magnet instrument, arma- I00 tures, thesignal and its circuit in this instance are the same as shown in Fig. 1,but

the circuits between the magnets and track contacts are different. Inthis case, a train approaching in the direction indicated by arrow D,the circuit in track box A would be closed and the current would flowthrough the wire g, through magnet a, by wire 9 through battery 13, wireg back to box A. WVhen the train reached box A, the current would flowthrough wire 9 magnet a, wire 9 battery B, wire g back to box A. It willthus be seen that the moment the circuit is closed through magnet a thearmature c is attracted and the operation of the armatures would be likethat described in connection with Fig. 1. At the next moment, the trainreaching box A, the circuit is then through magnet a. At certainintervals during the passage of a train, over both boxes A and A, bothmagnets would be energized, but by reason of the fact that the armatureshave become locked toward magnet a, a mechanical bias has been createdin favor of that magnet, and the armatures will remain in that positionuntil the last pair of wheels of the train or car have entirely passedoif of box A, when the circuit will then flow through magnet a only, thearmatures then being free from the eifects of magnet a, the mechanicalbias in itself will not be sufficient to keep the armatures in theformer position, and they will therefore be drawn toward a and locked inthis position as described, thereby closing circuit 5 s and operatingthe signal S. It will readily be seen that the signal will be operateduntil the train has passed over track boxes A A and the last pair ofwheels of the train has passed over box A energizing magnet a onlythereby throwing the armatures in reverse position, breaking the signalcircuit, and by reason of the fact that they are locked, said armaturesremain in this position until again attracted by magnet a. The sameoperation would take place when a train is passing in the oppositedirection indicated by arrow D If desired, an earth connection may beused for battery and contact points instead of the return wire 9 Weprefer to inclose the circuit closing device at each end of the sectionof road to be protected in an ordinary box or casing 2 and for thepurpose of easy operation by the passage of a train or car, we havedesigned a box adapted to be placed between (and if preferred suspendedfrom) the cross-ties. In this box is a lever 3, fulcrumed at 4E,near oneend of said casing, projecting through a slot 6, (which is in the end 7of the casing) is a head or projection 5 adapted to project under andlie against the bottom of the rail R of the road-bed. At the other endof the lever 3 is a beveled metallic extension 8. Near the end 12 of thebox or casing 2, arranged upon either side of said casing and suitablyinsulated therefrom are two contact points or springs 9 and 10. Thesespring contacts form the terminals of Wires as for instance 9 g in Fig.1 and are suitably spaced apart and arranged so that the circuitiscompleted when in contact with metallic extension 8. The operation issimple: Upon the passage of car or trains thereover, the impact of thismoving weight depresses the rail R,th1s in turn bears upon the head 5 oflever 3 and causes the end 8 of said lever to rise and establish ametallic circuit through contact springs 9 and 10 and thereby closes thecircuit.

In Fig. 6 we have shown a device for the purpose of preserving the sameproportionate interval of time that the contacts shall be either inaction or otherwise, independent 7 of the speed of the train. Itconsists of a curved or bow-shaped rod or rail 15 the highest pointthereof rising above the rail R. The ends of this bar are connected,respectively, to the heads 5 of the levers in boxes A, A, or A A By theshaping of this bar, being free to rock, different intervals of contactmay be made as between the two boxes.

WVhile our invention is shown as applicable to an alarm or warningsignal usually placed at a road-crossing, we do not wish to beunderstood as limiting ourselves to such use as the device may be usedeffectively in block signaling and for other forms and purposes ofsignals now in use.

We claim as our invention- 1. In an electric signal for railways electromagnets oppositely arranged and connected in circuits common to a singlebattery, the cores thereof being extended and returned parallel withsaid magnets, the end thereof projecting slightly beyond the pole p1ece,armatures hinged to said projections, a spiral spring or other yieldingconnection connecting said armatures near their base, a horizontal barwith a beveled or tapering end projecting from the upper end of onearmature, teeth or a corrugated surface arranged at the upper end of theother armature and opposite said bar and adapted to engage with saidbeveled end, whereby upon the energization ofeither of the magnets saidarmatures are polarized and locked in rigid position, substantially asdescribed.

2. In an electric signal for railways, two electro magnets oppositelyarranged, the winding of one magnet being a continuation of the Windingof the other, two armatures arranged between the pole pieces of saidmagnets, said armatures being connected to move in unison, a device formechanically locking and rigidly holding the armatures in the positionassumed when attracted by either of said magnets, substantially asdescribed.

3. In an electric signal for railways, two electro magnets oppositelyarranged, two armatures therebetween, a spring connecting said armaturesnear the base thereof, a bar projecting at right angles from the upperend of one of said armatures, a series of lugs or teeth near the upperend of the other armature and adapted to be engaged by the end of saidbar whereby the armatures are locked in engagement substantially asdescribed.

4. In an electric signal for railways, two electro magnets oppositelyarranged and in the same circuit, the armatures of which are polarizedduring the flow of a current two mechanically connected armaturesadapted to simultaneously vibrate therebetween and means for lockingsaid armatures in either position assumed by the attraction of saidmagnets and a signal circuit adapted to be opened or closed by thevibration of said armatures, substantially as described.

5. In an electric signal for railways, two electro magnets oppositelyarranged, said magnets in two independent circuits common to a singlebattery, the rear of the core of said magnets being extended forward andadapted to conform to each other, armatures hinged to said forwardextensions and adapted to vibrate between the pole pieces of saidoppositely arranged magnets whereby during the flow of a current saidarmatures are polarized, means for simultaneously moving and lockingsaid armatures in either position assumed by the energization of saidmagnets as set forth.

6. In an electric signal for railways, an electric circuit, trackcircuit closers arranged at each end of a section of railway to beprotected, said circuit closers consisting of a box or casing, springcontacts arranged therein, a lever pivoted in said casing, a head onsaid lever projecting from said casing and adapted to be depressed bythe passage of a moving weight or train, a metallic contact on theopposite end of said lever whereby upon the depression of said head themetallic contact is caused to engage the spring contacts and therebyclose said electric circuit, electro magnets oppositely arranged andincluded in said circuits, two armatu res adapted to vibrate betweensaid magnets and become polarized during the energization of thesame,aspring connectingsaid armatu res near the base thereof and meansconsisting of a tapering bar on one and a corrugated surface on theother of said armatures whereby they are locked in rigid positionsubstantially as described.

7. In an electric railway signal, electro magnets oppositely arrangedand included in two circuits common to a single battery, armatures thatare polarized during the flow of a current, and the said armaturesadaptedto vibrate in unison therebetween and be rlgidly locked, trackcircuit closers arranged at each end of a section of railway to beprotected and electric circuits connecting said circuit closers andmagnets, a signal circu t adapted to be opened and closed by the v1-brations of said armatures, whereby upon the passage of a train ormoving weight over the track circuit closers a distant signal isdisplayed substantially as described.

8. In an electric railway signal, electromagnets oppositely arranged andincluded in two circuits common to a single battery, armatures arrangedbetween the pole pieces of said magnets and adapted to be polarizedduring the flow of current through said magnets, said armatures alsoadapted to move in unison and be rigidly locked together in eitherposition assumed by the attraction thereof of said magnets, a signalcircuit controlled by the v1- brations thereof, two electricallyconnected track circuit closing instruments arranged at each end of asection of railway to be protected and suitable electric circuitsconnecting said circuit closinginstruments and electro-magnets, whereby,upon the passage of a train or moving weight in either direction overthe protected section of railway the magnets are energized, thearmatures are polarized and the signal circuit opened or closed therebyoperating a signal substantially as described.

CHARLES SELDEN. [L. s] HENRY V. RILEY. LL. 5.} Witnesses:

W. L. BROWN,

W. B. FARINGER.

ISO

